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WHILE COMPLYING WITH EMBRAER SB 505-22-0004 R3, THE SUBJECT CLUTCH RETAINING BOLT WAS FOUND TO BE SEVERELY CORRODED. THE PURPOSE OF THE SERVICE BULLETIN IS TO INSPECT AND REPLACE THIS BOLT BUT THE CORROSION FOUND ON THIS BOLT WAS THROUGH APPROXIMATELY 50% OF THE BOLT DIAMETER.

FOUND BROKEN AILERON CABLE STRANDS ON LH AND RH WING CABLES, 2EA P/N 505-15135-405 WHILE PERFORMING DVI INSPECTION ON TASK CODE 27-11-02-002 FOR A 3200 HR/60 MONTH INSPECTION. THE CABLES HAVE NO INDICATION OF WEAR AND HAVE MULTIPLE STRANDS BROKEN ON THE UPPER SIDE OF THE CABLE LOCATED AT A PULLEY. THE LOCATION OF THE PULLEY IS FWD OF SPAR 1 AND RIB 14. THIS IS AN ABNORMAL DEFECT AND WAS ONLY DETECTED WITH A FLASHLIGHT AFTER CLEANING THE CABLES. STRANDS ARE BROKEN SMOOTH AND DO NOT CATCH A RAG WHEN WIPED. THE CABLES APPEAR TO BE BRITTLE AND INDIVIDUAL STRANDS HAVE BROKEN IN HALF. THIS CONDITION WAS FOUND IN BOTH WING LEADING EDGES AT A PULLEY THAT IS A VERY MINOR BEND. THIS IS THE SECOND AIRCRAFT FOUND WITH THIS CONDITION AND HAS BEEN REPORTED TO THE AIRCRAFT MANUFACTURER EMBRAER UNDER CASE NUMBER EEJ-04208814

FOUND BROKEN AILERON CABLE STRANDS ON LH AND RH WING CABLES, 2EA P/N 505-15135-405 WHILE PERFORMING DVI INSPECTION ON TASK CODE 27-11-02-002 FOR A 3200 HR/60 MONTH INSPECTION. THE CABLES HAVE NO INDICATION OF WEAR AND HAVE MULTIPLE STRANDS BROKEN ON THE UPPER SIDE OF THE CABLE LOCATED AT A PULLEY. THE LOCATION OF THE PULLEY IS FWD OF SPAR 1 AND RIB 14. THIS IS AN ABNORMAL DEFECT AND WAS ONLY DETECTED WITH A FLASHLIGHT AFTER CLEANING THE CABLES. STRANDS ARE BROKEN SMOOTH AND DO NOT CATCH A RAG WHEN WIPED. THE CABLES APPEAR TO BE BRITTLE AND INDIVIDUAL STRANDS HAVE BROKEN IN HALF. THIS CONDITION WAS FOUND IN BOTH WING LEADING EDGES AT A PULLEY THAT IS A VERY MINOR BEND.

FOUND BROKEN AILERON STRANDS ON L/H AND R/H WING CABLES 2EA P/N: 505-15135-405 WHILE DOING DVI INSPECTION ON TASK CODE 27-11-02-002 FOR A 3200/60 MONTH. THE CABLES HAVE NO INDICATION OF WEAR AND HAVE MULTIPLE STANDS BROKEN ON THE UPPER SIDE OF THE CABLE LOCATED AT A PULLEY. THE LOCATION OF THE PULLEY IS FWD OF SPAR I AND RIB 14 LOCATION. THIS IS AN ABNORMAL DEFECT AND WAS ONLY FOUND DETECTED WITH A FLASHLIGHT AND AFTER CLEANING THE CABLES. STRANDS ARE BROKEN SMOOTH AND NOT ABLE TO CATCH A RAG ON BROKEN STRANDS.

WHILE DEPARTING RWY 33 AT MARTIN STATE (MTN) FOR CLEVELAND INTL (CLE), WE EXPERIENCED A TIRE BLOWOUT JUST PRIOR TO V1 RESULTING IN A HIGH-SPEED ABORTED TAKE-OFF. ALL PRE-FLIGHT CHECKS WERE COMPLETED AND SATISFACTORY. INSPECTION OF THE TIRES AND LANDING GEAR DISPLAYED NO ABNORMALITIES OR CONCERNS. AFTER BEING CLEARED FOR TAKE-OFF, WE COMPLETED ALL OF OUR REQUIRED CHECKLIST ITEMS AND TOOK RUNWAY 33 FOR DEPARTURE. ALL WAS NORMAL DURING ACCELERATION. AFTER THE 70 KNOT X-CHECK CALLOUT, WE CONTINUED UNTIL ROUGHLY 100 KTS; AT THAT TIME WE FELT THE TIRE BLOW. PNF CALLED THE ABORT, ABORT, ABORT CALL SIMULTANEOUSLY AS I WAS RETARDING THE POWER AND APPLYING BRAKES. DIRECTIONAL CONTROL WAS DIFFICULT WITH NOSE-WHEEL STEERING AND BRAKING WAS INEFFECTIVE. PIC MADE THE DECISION TO APPLY THE EMERGENCY BRAKES TO SEE IF THAT WOULD HAVE A BETTER AFFECT ON DECELERATION AND DIRECTIONAL CONTROL. AFTER GETTING THE AIRPLANE TO A STOP, WE PERFORMED AN EMERGENCY EVACUATION ON THE RUNWAY. AFTER DEPLANING THE PASSENGERS, THE LEFT MAIN STARTED TO RELEASE A HISSING NOISE AND LOST ALL TIRE INFLATION. MAINTENANCE INSPECTED THE AIRCRAFT AND MADE SAFE FOR TOWING AND REMOVED THE AIRCRAFT FROM THE RUNWAY. INSPECTION REVEALED THE BLOWN TIRE HAD TOR A HOLE IN THE INBOARD FLAP. TIRES AND BRAKES ARE BEING REMOVED AND REPLACED AND AN ENGINEERING DISPOSITION ON THE DAMAGE TO THE FLAP HAS BEEN REQUESTED FROM EMBRAER

ON JANUARY 3, 2020, N654SR WAS CRUISING AT FL400 FROM SARATOGA COUNTY (5B2) WITH TWO PASSENGERS DESTINATION LEXINGTON KENTUCKY (KLEX). FIRST INDICATION OF A PROBLEM WAS THE AMBER SWPS FAIL ANNUNCIATOR FOLLOWED BY THE WHITE ADVISORY SPOILER FAIL INDICATION. PM WAS INFORMED THAT THE PF HAD THE CONTROLS AND THE RADIOS THEN CALLED FOR THE SWPS FAIL QRH. AS PM WAS GOING THROUGH THE QRH PROCEDURE FOR THE SWPS FAILURE, WE GOT INDICATIONS OF FLAPS AND TRIM FAILURE. THE QRH FOR THE SWPS FAILURE INDICATED BUMPING UP THE REFERENCE SPEED BY 9K. WE NEVER GOT A FLAP OR TRIM FAILURE ADVISORY AMBER MESSAGE, HOWEVER, WE DID GET THE FLAP AND TRIM INDICATIONS ON THE MFD WITH YELLOW X’S WHICH INDICATES POSSIBLE FLAP JAM OR FAILURE FOR SURE AND THAT THE TRIM HAD FAILED. WE NOW PROCEEDED TO THE FLAP FAIL QRH RAN THOSE PROCEDURES. WE ATTEMPTED TO SWITCH TO THE BACK UP PITCH TRIM AND THAT HAD FAILED AS WELL. WE DID DECLARE AN EMERGENCY ONCE WE REALIZED WE COULD NOT REMEDY THE SITUATION. AT THIS POINT WE TOLD CENTER THAT WE HAD TO VACATE RVSM AIRSPACE BECAUSE WE ALSO DIDN’T HAVE AN AUTOPILOT DUE TO NO TRIM. IN ADDITION, THE COMMAND BARS WERE NOT WORKING PROPERLY SO BE BASICALLY HAND FLEW THE AIRCRAFT WITHOUT THE USE OF COMMAND BARS. WE DECIDED TO DIVERT TO A LONGER RUNWAY AND CHOSE KSDF, LOUISVILLE KENTUCKY. WE DESCENDED THROUGH A THICK OVERCAST AND PICKED UP SOME LIGHT RHYME ICE WHICH WOULD HAD INCREASED OUT LANDING SPEED, HOWEVER, WE GOT OUT OF THOSE CONDITIONS WELL PRIOR TO OUR ACTUAL LANDING IN KSDF SO WE DID NOT HAVE TO LAND WITH THE ICING EQUIPMENT ON. OUR VREF WAS BUMPED UP TO 135K.

ON TAKEOFF, DURING CLIMB NR 2 HYDRAULIC PRESSURE REDUCED TO 0 PSI. PAGE 2 CAUTION WAS ILLUMINATED. AIRCRAFT DIVERTED TO KMTN. MAINTENANCE REMOVED AND REPLACED THE NR 2 HYDRAULIC TRANSDUCER. AIRCRAFT WAS GROUND RAN AND OP CHECKED GOOD, THEN RETURNED TO SERVICE.

DURING SCHEDULED MX, FOUND LT ELEVATOR TRIM TAB INBOARD TOP AND BOTTOM SIDE DELAMINATED BEYOND LIMITS. REMOVED TRIM TAB, REPAIRED IAW CHAPTER 27-04-00 AND RE-INSTALLED TRIM TAB

CUSTOMER REPORTED APU FAILURE, SUDDEN STOPPAGE, AND GEARBOX FAILURE. ACFT WAS ON GROUND AND APU IDLE, NOT LOADED. APU SUSTAINED A POWER GROUP CONTAINED SEPARATION FAILURE AND UNCONTAINED GEARBOX FAILURE. TEARDOWN REVEALED COMPRESSOR ROTOR FAILURE, VANE PLATFORM CRACKED, AND FRACTURED COMPRESSOR ROTOR, PN 3822014-2 SN 9-19412-1081, PART TSN 6585 HRS, APU TSN 6585 HRS, MFG DATE 11-14-80. COMPRESSOR ROTOR MENTIONED PN 3822014-2 IS LIFE LIMITED TO 10,000 HRS/CYCLES IAW SIL APU-56 AND MM NR 49-21-59 REV 13. SUBMITTER RECOMMENDED LIFE LIMIT REDUCED TO 3,000 TO 5,000 HRS/CYCLES. (X)